Electric governor and idle control



Feb. 28, 1950 L. s. TROY 2,499,263

ELECTRIC GOVERNOR AND IDLE CONTROL Filed March 29, 1948 2 Sheefcs-SheerI 1 Leonard 5. Troy W'WMW Feb. 28, 1950 L s, VTROY 2,499,263

ELECTRIC GOVERNOR AND IDLE CONTROL Filed March 29, 1948 -2 Sheets-Sheet 2 Fig. 7.

Inventor Lennard S Troy Patented Feb. 28, 1950 UNITED STATES PATENT GFFICE 2,499,263 d ELECTRIC GOVERNOR AND IDLE CONTROL Leonard S. Troy, Clarks Summit, Pa. Application March 29, 1948, Serial No. 17,733

11 Claims. l

This invention comprises novel and useful improvements in an electric governor and idle control, and more specifically pertains to an engine speed responsivedmeans for controlling an idling jet valve and the throttle valve of an engine in accordance with predetermined speed of the engine.

The primary object of this invention is to provide a mechanism for automatically stopping the ilow of combustible mixture through the idling jet of an engine when the engine exceeds its idling speed, and to automatically throttle the supply of combustible mixture to the intake manifold of an engine in accordance with the speed of the engine.

An important feature of the invention resides in the provision of a control valve for controlling the flow of combustible mixture through thev idling jet of an engine and which control valve is embodied in an assembly which may be readily installed upon an engine and inserted in th idling jet passage thereof.

Another feature of the invention resides in the provision of a device in accordance with the foregoing features and objects wherein there is provided an automatic control means for the throttle valve of the engine to thereby operate the same for maintaining a predetermined speed of operation of the engine.

Still lanother important feature of the invention comprehends the provision of acommon control means for operating the idling jet control valve and the engine throttle valve in the manner set forth in the foregoing objects and features.

Still another important object of the invention l resides in the provision of a common control means which is mounted upon and driven by any suitable element of an internal combustion engine which is operated at a speed proportional to the speed of the engine.

A further additional object of the invention comprehends the provision of a control mechanism as set forth in the preceding objects and features wherein a generator is provided for con trolling by means of solenoids the control valve of the idling jet and the throttle valve of the engine in accordance .with predetermined means of rotation of the engine.

And a nal important feature and object of the invention comprehends the provision of a control mechanism as set forth in the abovementioned features and objects wherein the generator is housed in a replacement cover for the distributor ofthe engine, is electrically connected to the solenoids of the idling jet control valve and the engine throttle valve, and is detachably driven by the distributor shaft of the engine, which replacement cover is provided with means for establishing the customary electrical connection between the spark plug cables and the distributing contact member of the distributor.

These, together with various ancillary features and objects of the invention which will later become apparent as the following description proceeds, are attained by this device, a preferred embodiment of which has been illustrated by way of example only in the accompanying drawings, wherein:

Figure l is an end elevational View showing the elements of the invention applied to an internal combustion engine which is indicated in dotted lines;

Figure 2 is a fragmentary side elevational view of the arrangement of Figure 1;

Figure 3 is a fragmentary vertical transverse sectional detail view taken upon an enlarged scale through the combustible mixture supply conduit substantially from the plane of the section line 3-3 of Figure 2 Figure 4 is a fragmentary horizontal sectional detail view taken substantially from the plane of the Section line 4*!! of Figure 2;

Figure 5 is a diagrammatic view, parts being broken away and shown in vertical transverse section, of the speed responsive operating elements of the invention, and showing electrical connection of the same with the solenoid elements of the invention;

Figure 6 is a horizontal sectional detail View taken substantially from the plane of the section line 8 5 of Figure 5; and,

Figure '7 is a further horizontal sectional detail View taken substantially from the plane of the section line 'l--l of Figure 5.

Referring now more specifically to the accompanying drawings, wherein like numerals designate similar parts throughout the various views, attention is directed first to Figures 1 and 2 wherein l0 designates generally an internal combustion engine of any desired construction and design, and which is provided with the customary distributor body l2 suitably mounted upon the engine and of any desired construction.

The engine is further provided with the conventional carburetor l of any desired type and to which air is supplied as by an air cleaner IS, a fragment of which has been shown in these views.

An air intake conduit I8 is in communication with the air cleaner I6 and with the carburetor |4 in any desired manner, and constitutes the vupper section of a fuel or combustible mixture conduit which connects the carburetor |4 with the intake manifold of the engine. The section I8 is detachably connected to the complementary combustible mixture section 20 and has interposed therebetween an idling jet control valve assembly including-a body 22.

This lower. fsec'tion22, communicates with an intake manifold 24 of conventional construction and in the customary manner.

As will be more readily seen from Figure 3, the lower section 2G of the fuel-mixture vconduit is provided with the usual throttle valve 26 which may be the usual butterfly valve, provided with an operating crank lever 28 to which is attached the usual throttle control mechanism with which an engine is customarily provided. The sections |8 and 20 are provided with alignedand register-` ing passageways 38 and 32 comprising a part of the idling jet passage by means of which a portion ofthe fuel mixture is by-passed around' the throttle Valve when the latter is in its closed position, to supply sufficient fuel to permit the engine to idle or run at a low speed during the throttle closed position. The lower passage 32 is provided with a discharge port 34 controlledby a needle valve 36 in accordance with conventional practice.

The insert body V22 includesv ,a pair of substantially parallel upper and lower passageways 33 and 40 constituting inlet and outlet .Dassages and which are interposed between and respectively register with the idling jet passage- Ways '3FG and 32. Thus, 'the idling jet mixture necessarily 'passes from `the passage 30, into the passageway 38, andreturns by the passageway 4i! into Athe passageway .32 Vand so to the jet orifice 3 4.

A valve port 42 formed in a partition 44 between the inlet and outlet passages 38 and 48, is provided in the body 22. Below the valve port i'the body is 'provided with an enlarged chamber 4S whose bottom wall constitutes an abutment for receiving the end 48 of a valve 50 to thereby limit the downward or openingmovement of this valve. The valve 50 controls the valve port 42 and is provided with a valve stem 52 which extends through an opening 54 in the upper surface of 'the body 22 which is in alignment with the valve port 42.

A hollow casing `56 is detachably secured to the body 22 to form a closure for the opening d, and this casing is rprovided with a solenoid coil 53 for actuating the solenoid armature 60 attached to the end of the 'valve stem 52. An electric conductor '52 supplies current to the solenoid 58, which is suitably grounded, for a purpose to be later set forth.

As will be more clearly apparent by reference to Figure 4, the butterfly valve 26 has its operating crank or lever 28 connected to anoperating rod t4 which forms part of or is detachably connected to an armature slidably received in the solenoid coil 56 which is suitably mounted upon 'the engine ii), and is provided with a current supplying conductor 68 and is grounded to the engine as at 1U.

lAttention is next directed more specically to Figure 5 wherein it will be seen that the body portion l2 of the distributor is provided with thecustomary rotatable distributor shaft i2 suitably journalled therein, which shaft at its lower extremity lis provided with a gear 'I4 which vis driven by the cam shaft or other instrumentality, not shown, of the internal combustion engine I0. The distributor i2 is mounted in any suitable manner upon the engine ||l and since this mounting is of known design, the same is not illustrated herein.

It should be here noted that the distributor body is provided with a hollow chamber 16 within which are receivedthe moving -parts pfrtheidistributor, these `including, as i will -bey seen Jing-Figure 7, a stationary breaker element 18, the movable or rocker breaker contact element 8l), the breaker cam `82 suitably carried upon the distributor shaft "l2, together with a low tension lead 84 forming a part of the customary low tension circuit of the breaker of the distributor, not shown. In accordance with usual practice, the distributor is further provided with the customary condenser 86 suitably connected by conduc'tors 88 with the breaker point assembly. .Since .the Adistributor- .constituction so far described is ofknown design, adetailed statement of its operation and construction .is believed to be unnecessary.

The4 usual distributor is .provided with a Ydetachable cover, provided with terminals to which the usual spark plug cables are attached,these terminals being .sequentially ,Y and selectively, engaged in proper order .by a rotating .distributor finger carried by the .distributor .shaft 12. ln accordance with this invention,however,.thiscustomary cover is removed and a Treplacement cap or cover is provided .for carrying. out the Vusual functions A.of the distributor as wellas for .other purposes to be now set forth.

It should behere noted, however, .that 1.the

.customary .ignition coil indicated generally= aat 9B is connected by .a .suitable insulated terminal 92 vand. .a `spring .contact .member ,94. with` the removableidistributor armor finger Sli detachably mounted .upon the upper .end of. theJ Adistributor shaft 12. 1 ,v

The-replaceable distributing capfconsists .of a body member `9`8 which is ofhollow construction and is adapted to have seating engagement upon the ,open end of the` distributor.1bodyf|2,andis provided with a partition vHill -to form a closure for the chamber 16.

'The partition lllis provided with a ,plurality of terminals .|82 extending. therethrough and arranged in an annular assembly for selective engagement by 'the contact linger 96 of the distributor. These .terminals -|`02are engaged with the customary spark plugcables |84 for .selective energization of these spark plugs, not shown. The partition .|00 is further lprovided with an antifriction bearing |06 in which is journalledvthe armature shaft |08 whose 'lower endvis provided with a tongue |I0 receivable in a driving groove or slot H2 formed in the hub of the. distributor arm '96 ior driving engagement ofthe armature shaft.

This shaft extends into a chamber .lfl4formed in the body 98 above thepartition ID, which chamber is provided with the customary ,generi3d which is suitably grounded to the frame of the Vehicle in which the engine is mounted.

As will be readily apparent from Figure 5, the power lead |32 is connected with the conductor 62 to supply current to the solenoid coil 56 for operating the control valve 5U, and also is connected to the lead 68 for supplying current to the solenoid coil 66 for energizing the control rod S4 to operate the throttle valve.

The operation of the device is as follows:

With the replacement cover assembly mounted upon the generator body I2, the normal functions of the generator are now effected. However, this replacement cover now journals a generator which is thus carried by and operated by the distributor, being driven by the distributor shaft at a speed which is therefore proportional to the speed of rotation of the engine. Consequently, the current produced by the generator is also in proportion to and varies with the speed of the engine. The solenoid coils are so proportioned that the current produced by the generator at a speed of rotation above the idling speed of the engine will energize the coil 58 and thus close the control valve 5B to shut off the flow of combustible mixture through the idling jet passages ol' the engine. Thus, when the engine exceeds its idling speed, and the functioning of the idling jet passageway is no longer necessary, the latter is closed to thus economize upon fuel and save the fuel which would otherwise be fed through this passageway to the idling jet. The valve 50 may be returned to its open position upon deenergization of the coil 58 by gravity or by a suitable spring means, not shown.

At the same time, the coil of the solenoid 66 is likewise in constant electrical contacts with the generator power lead |32, and is so calibrated that when a predetermined engine speed is attained, the current produced by the generator will be sufcient to actuate the coil and operate the rod 64 to close the throttle valve until the speed drops below the predetermined engine speed. Thus, the varying current output of the generator which is proportional to engine speed is utilized to operate the throttle valve to maintain the engine in operation at a predetermined speed. Any suitable means may be provided for varying the speed of the engine which the throttle valve is designed to maintain, one such satisfactory means being a rheostat resistance interposed in the lead line 68 of the coil 66 to thus regulate the current strength and consequently the engine speed at which the throttle valve will be actuated.

Of course, the throttle valve and the idling jet control valve may be operated in accordance with the predetermined selected engine speed by other mechanisms than a generator. For this purpose, a ball type of governor could be employed or any other speed responsive mechanism utilized.

From the foregoing, it is felt that the manner of operating and utilizing the device will be readily understood and further explanation is believed to be unnecessary.

However, since numerous changes will readily occur to those skilled in the art after a consideration of the foregoing specification and attached drawings, it is not desired to limit the invention to the exact construction shown and described, and hence all suitable modifications may be employed falling within the scope of the appended claims.

Having described the invention, what is claimed as new is:

1. In an internal combustion engine having a combustible mixture supply conduit with a throttle valve and an idling jet passage therein; a control means for said idling jet passage comprising a valve controlling flow through said idling jet passage, and means including a generator mounted within and driven by the distributor of an internal combustion engine and responsive to a predetermined engine speed for operating said valve to closed position.

2. The combination of claim l wherein said distributor has a hollow cap, said generator being mounted in said cap.

3. The combination of claim l including a hollow cap for the distributor of an internal combustlon engine, said generator being mounted within said cap and having its armature aligned with the distributor shaft and connected thereto by the distributor linger.

4. The combination of claim l including a valve body, parallel inlet and outlet passages in said body, said passages extending laterally from and being interposed in said idling jet passage, a valve port connecting said inlet and outlet passages, said valve being mounted in said body for controlling said valve port.

5. The combination of claim 4 wherein said valve is disposed for movement in a vertical plane and being opened by downward movement, a recess in said valve body for receiving the head of said valve in its open position, and a valve closing solenoid mounted on the top of said body.

6. An automatic valve control mechanism for internal combustion engines having a distributor, a fuel supply conduit with a throttle valve and an idling passage, comprising; a control valve oontrolling ow through said idling jet passage, and a common means responsive to an engine speed above idling speed for closing said control valve and responsive to speeds in excess of a predetermined engine speed for actuating said throttle valve.

7. The combination of claim 6 wherein said common means includes a rotatable driven member mounted upon and driven by said distributor.

8. The combination of claim 7 wherein said driven member is journalled in and extends through the cap of said distributor and is connected With the shaft of said distributor.

9. The combination of claim 6 including a solenoid for controlling one of said valve, said common means including a generator electrically connected with said solenoid.

10. The combination of claim 9 wherein said generator is mounted upon and driven by said distributor.

l1. The combination of claim 6 wherein each of said valves is actuated by a solenoid, said cornmon means comprising a generator electrically connected with each valve solenoid, said solenoids being operable by different generator voltages conforming to predetermined engine speeds.

LEONARD S. TROY.

REFERENCES CITED The following references are of record in the le of this patent:

UNITED STATES PATENTS Number Name Date 1,919,536 Sticelber July 25, 1933 FOREIGN PATENTS Number Country Date 261,022 Great Britain Oct. 13, 1927 

